JPS62283244A - Method of controlling automatic mechanical type speed changesystem for car - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION 3. DETAILED DESCRIPTION OF THE INVENTION (INDUSTRIAL APPLICATION) This invention relates to automatic and semi-automatic power transmission systems for vehicles that provide multiple gear reduction ratios, such as automatic mechanical transmissions (i.e. rAMTJ). ), and control methods therefor. In particular, the invention relates to gear selection and shift decisions based on measured and/or calculated parameters, such as vehicle or transmission output shaft speed waves, transmission input shaft speed, engine speed, The present invention further relates to a method for controlling an automatic mechanical transmission system implemented and/or achieved based on throttle position, rate of change of throttle position, rate of change of vehicle and/or engine speed, etc. The present invention relates to a method of controlling an AMT system after completion of a gear change operation of a transmission, including controlling the rate and method of returning fuel supply to the engine to an operator.

(Prior art/problems to be solved by the invention) The use of automatic mechanical type automatic transmissions that use dog clutches and planetary gear type automatic transmissions that use friction clutches has traditionally been a popular control method. Are known.

Electronic control systems that utilize separate logic circuits or software-controlled microprocessors for automatic transmissions are systems in which gear selection and shift decisions depend on predetermined measured and/or calculated parameters, such as vehicle speed (
or transmission output shaft speed), transmission output shaft speed, engine speed, rate of change of vehicle speed, rate of change of engine speed, throttle position, rate of change of throttle position,
Full throttle application (i.e., “kickdown”)
), the operation of the brake mechanism, the currently engaged gear ratio, etc. An example of this crosspiece automatic/semi-automatic transmission 1IIJ control system for vehicles is disclosed in U.S. Patent No. 4,361,060.4,551,80.
2.4, 527.447.4.49 & 228.4,42
5.620.4, 463.427.4. Q81.
O65,4,073,203,4,255,348,4
,058,889,4,22be295.5.776.0
48.4.2.0 B, 929.4.039.061
．． 4974.720, melon 478,851 and 49
No. 42.393, the entire disclosure of which is incorporated herein by reference.

An automatic control system/subsystem that automatically controls the engagement and disengagement of a vehicle master clutch in an AMT system is described in U.S. Patent No. 4,081,065.4, 401.20
0.4,413,714.4,432,445.4.5
No. 09.625 and No. 4,576.263, the entire disclosures of which are hereby incorporated by reference. One control system that adjusts fuel control in terms of throttle settings is disclosed in U.S. Pat. No. 4,493,22, for example.
No. 8, the disclosure of which is incorporated herein by reference.

While the automatic/semi-automatic transmission control system described above is effective in controlling the fuel supply to the engine under most conditions, under certain conditions it is important that fuel can be supplied to the engine according to the throttle pedal setting and/or
If operator control of the fuel supply to the engine after a shift is not achieved as quickly as possible without causing driveline vibration, engine control will be undesirably sluggish and unsatisfactorily smooth. This poses a problem in that proper vehicle operation is no longer possible.

Therefore, in order to overcome the drawbacks of the prior art, the present invention provides that the determination of the throttle setting involves at least one measurement or input signal indicative of throttle position, final throttle setting, engine speed and #L engaged gear ratio. It is an object of the present invention to provide a method for controlling an automatic/semi-automatic mechanical transmission, which is implemented and achieved based on calculated parameters.

(Problem t - Means for Solving) In order to achieve the above object, the control method of the present invention detects the return mode operation of the fuel control device AIC4, and also detects the fuel control failure from the control cap [(6)]. Life output signal-kjt (T)i
cMD) is less than the command input signal (TH'L), then increase the value of the fuel control #command output signal (THCMD) until it equals the value of the throttle pedal command input signal (THL), then increase the engine speed (5 ) is characterized in that it increases at a rate that depends on the currently engaged gear ratio (GR).

and other inputs/parameters, such as transmission input shaft speed, transmission output shaft speed, rate of change of throttle position, master clutch status, vehicle brake operation,
Signals indicating such things can also be used to determine the control of the AMT system.

The predetermined logic rules or programs by which the various input signals are processed determine the completion of a transmission gear change operation, the current throttle pedal setting, the method for detecting the current commanded throttle setting, and the minimum acceptable initial throttle setting. It includes a method for calculating values, such as the throttle settings required to maintain the current engine speed under no-load conditions.

(Function) The throttle setting is compared with the throttle pedal position. If the throttle setting is equal to or greater than the throttle pedal position, the throttle setting is set to match the throttle pedal position.

If the throttle pedal position is greater than the throttle setting, the throttle setting is first set to the lesser of the minimum allowable throttle setting value or throttle position, and then the throttle setting is equal to the throttle pedal position. until the throttle setting changes, the throttle pedal position,
Alternatively, it is set equal to the smaller of the sum of a constant for the currently engaged gear ratio and the final throttle setting multiplied by a constant greater than one. In this mode, fuel control remains in this mode until the throttle setting equals the throttle pedal position or until another mode of fuel control is required, such as by the initiation of a gear shift.

This allows the operator to sense and confirm the return of engine fuel control and to make the throttle setting command output signal equal to the throttle pedal position input signal.

(Example) Embodiments of the present invention will be described based on the drawings.

FIG. 1 schematically illustrates an automatic mechanical transmission system 10 including an automatic multi-gear converting compound transmission 12 driven through a master clutch 16 by a throttle-controlled engine 14, such as a well-known diesel engine. It shows. Engine brake, for example engine 1
An exhaust brake 17 to reduce the rotational speed of 4 and/or an input shaft brake 18 to apply a braking force to the input shaft upon disengagement of the master clutch 16 can be provided as known in the art. The output of automatic transmission 12 is an output shaft 20 that is drivingly coupled to appropriate vehicle components such as a drive axle differential, transfer case, or the like.

The aforementioned power system elements are operated and monitored by a plurality of devices, which will be described in detail below.

These devices include a throttle position or throttle opening monitoring device 2 that senses the position of a vehicle throttle or other fuel throttle device controlled by an operator.
2. The amount of fuel sent to engine 14! ttll ai
a fuel control system 26 that senses the rotational speed of the engine; a clutch operator 30 that engages and disengages the clutch 16 and sends information regarding the status of the clutch; an input shaft brake operator 31; a transmission input shaft speed sensor 32; a transmission operator 34 that shifts the transmission 12 to a selected gear ratio and issues a signal indicating current transmission status;
and a transmission output shaft speed sensor 36. Vehicle brake monitor 38 senses the operation of vehicle brake pedal 4o. As another method, the transmission 12
The engaged gear ratio of is calculated by comparing the input shaft speed signal and the output shaft speed signal.

The aforementioned devices are adapted to pass information to a central processing unit or controller 42 and receive instructions therefrom. Central processing unit 42 may include all analog or digital electronic tti and logic circuitry, and its specific configuration and structure forms no part of this invention. The central processing unit 42 is adapted to receive information from a shift control 44 that allows the vehicle operator to select a vehicle operating mode (reverse, neutral, or forward drive). A power source (not shown) and a pressurized fluid source (not shown) provide electrical or pneumatic power to the various sensing, manipulation, and processing units. A fault indicator or alarm device 46 is adapted to indicate confirmation of a particular fault or simply to notify the existence of an unconfirmed fault. Driveline elements of the type described above and their control devices are known in the art and are described in detail in U.S. Pat.
8.4,038,889°4.226.295.

Sensors 22.28.32.36.38 and 44 may be of any type or construction that emit analog or digital signals that are proportional to the parameter thereby monitored. Similarly, operator 17
．． 31, 26, 3o and 34 can be of any electrical, pneumatic or electro-pneumatic type that achieves operation in response to command signals from the processing unit 42.

Fuel control system 26 typically controls operator throttle 24
fuel to the engine 14 according to the settings of the control unit 42, but also according to commands from the control unit 42 to synchronize the transmission during upshifts or downshifts, or to provide a smooth start from a stop operation. , less (fuel dip) or more (
fuel boost) amount of fuel. After the fuel dip or fuel boost operation is completed, if the setting rTHcMDJ of the fuel control device 26 is different from the setting rTHLJ of the throttle pedal 24,
The fuel control system is operated in a "recovery mode" to appropriately increase or decrease the command output signal rTHCMDJ to match the throttle setting, as will be discussed in more detail below. An example of a control system that adjusts fuel control in terms of throttle settings is disclosed in U.S. Pat. No. 4,495,228.
No. 6,001,303, the disclosure of which is incorporated herein by reference.

The purpose of the central processing unit A2 is to select, according to a program (i.e. predefined logic rules) and current or stored parameters, the optimum gear ratio at which the transmission should be operated, and optionally to select the optimum gear ratio on the basis of current or stored information. This is to command a gear change or shift to the optimum gear ratio.

The various functions accomplished by central processing unit 42, and the preferred method of carrying them out, are described in pending U.S. Patent Application No. 659, filed October 10, 1984,
, No. 114, and Society of Automotive Engineers S, November 1983.
AE Paper No. 851776, the disclosure of which is incorporated herein by reference.

Although a fully automatic AMT system 10 is shown herein, the present invention provides a sub-automatic AMT system that allows the system to automatically accomplish gear changes selected by the driver.
MT system can also be applied.

The recovery mode operation of the fuel control system 26 is effected by the processing unit 42, which may be a CPU, for example, as occurs during synchronous operation.
The fuel control system is returned to the operator from one mode in which T Hc controls the amount of fuel delivered to the engine regardless of the amount of fuel requested by the operator.
This is the transition mode used to pass to the next mode where the MD command output signal is equal to the THL pedal position input.

Both the T HCM D-throttle setting command output signal and the THL throttle pedal position input signal operate the engine 14 in a no-load condition (i.e., the clutch 16
is disengaged and the transmission 12 is in neutral) from zero percent (0%) corresponding to the amount of fuel required to maintain the idle speed at full or wide open to the engine!
! ! It is considered that the amount varies up to one hundred percent (100%) corresponding to the supply of fuel.

In the recovery mode of the fuel control system, limiting the amount of fuel delivered to the engine prevents unwanted driveline perturbations and/or
or returned to the vehicle operator as quickly as possible to achieve satisfactory vehicle performance while minimizing or eliminating vehicle vibrations.

In the recovery mode of the fuel control system, if the throttle command signal THL is smaller than the current throttle command output signal THCMD (for example, as occurs during a brake operation or a skid downshift when a gear is removed and box force is sufficient),
Throttle command input signal THCMD is command input signal T
I−f L and the recovery mode is complete.

Throttle command signal THL is current fuel control cycle ◆Output signal T
If HCMD is exceeded (for example, after an upshift or a power downshift), THCMD is initially ! of the current engine speed N! Set to the calculated minimum value which is A&ff. Preferably, this minimum value is approximately equal to the amount of THCMD required to maintain the engine 14 at its current speed N under no-load conditions, i.e., this minimum value is approximately equal to the amount of THCMD required to maintain engine 14 at its current speed N under no-load conditions; without needing T)ic~ID T I-I
This is a safe value that allows smooth increase to L.

In subsequent loops, the command input signal THC;viD equals the command input signal THL, indicating completion of the recovery mode of the fuel control system. becomes: 'l M cht Dc = ('L HCMD L
k] + k (i R where, THCMD L = final fuel 1b1 [lift command output signal value K = 1 shift weighting factor larger than 1 KGR = weighting factor related to the current engagement engagement ratio THCMDc = next The calculated maximum value of the fuel control command output signal Generally, K has a value slightly greater than 1, for example about 1
．． 01 to 1.10, resulting in a smooth increase toward the THL of T HCM D.

KGR has relatively measured values at low transmission gear ratios, relatively low values at intermediate transmission gear ratios, and relatively high values at high transmission gear ratios. - For example, in a 12-speed forward transmission, the 1st to 4th gear ratios are low gear ratios, the 5th to 8th gear ratios are intermediate gear ratios, and the 9th to 12th gear ratios are high gear ratios. .

Simply put, at low gear ratios, the vehicle requires a large amount of torque for acceleration and a relatively rapid fueling rate ν.
A large Δ will not cause vehicle arching. Similarly, at high gear ratios, 1. The gear reduction of the drive train is relatively low, so increasing fuel to the engine relatively quickly does not have undesirable effects on the vehicle. However, at intermediate gear ratios the gear reduction is important, and if the fuel supply to the engine is allowed to increase rapidly, it will exceed the magnitude needed to smoothly accelerate the vehicle. Torque is increased, resulting in vehicle arching, drive train oscillation, and the like.

Therefore, the fuel control command output signal THCMD increases smoothly and rapidly toward the value of the command input signal THL, and controls the rate at which fuel supply control to the engine is returned from the control logic to the vehicle operator. A method is provided. If the value of the command input signal THL exceeds the value of the command fuel control output signal THCMD,
The rate at which the command input signal T HCM D is increased depends on the currently engaged gear ratio OR, starting from a value that depends on the current engine speed. Of course, during this recovery mode, the throttle command output signal T HCM D must not exceed the value of the operator command input signal THL.

Although described as utilizing a microprocessor-based controller 42 and methods and operations described as software modes or algorithms, the AMT system 10 may operate in an electronic/fluidic logic circuit comprising separate hardware elements. It is also clear that this will be carried out and prayed for.

Clutch operator 30 is controlled by central processing unit 42 and is described in the aforementioned U.S. Pat. No. 4,081,065.
Preferably, master clutch 16 is engaged and disengaged as generally described herein. The gearbox may include a synchronous position, such as an accelerator and/or brake mechanism, such as that described in US Pat. No. 4,478,851, incorporated herein by reference. Transmission 12 is preferably, but need not be, of the twin countershaft type as shown in U.S. Pat. No. 4,105,395, which is hereby incorporated by reference.

Although this invention has been described with some specificity, it will be obvious that many modifications may be made within the scope of the invention.

(Effects of the Invention) As explained above, the present invention 1 is based on sensing the current value of the command input signal to the engine throttle device and the value of the input signal indicating the setting of the throttle pedal, and operating the return mode in fuel control. The fuel command output signal (THCMD) from the control device becomes the command input signal (1” H
L), if the fuel control command ◆output signal (TH
CMD) is the value of the throttle pedal command input signal (
Since the initial value that depends on the engine speed increases at a rate that depends on the currently engaged gear ratio until it becomes equal to the value of It can be operated smoothly.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of the connections among elements 3 of an automatic mechanical transmission control system according to the present invention, and FIGS. 2A and 2B are flowcharts for carrying out the method of the present invention, respectively.

Claims (1)

[Claims] (1) A throttle pedal operated by an operator (2)
4); a transmission (12) having a plurality of combination gear ratios that can be selectively engaged between a throttle-controlled engine (14) and a transmission input shaft and a transmission output shaft (20); , a friction coupling (16) that the transmission input shaft can selectively engage and disengage;
A method of controlling an automatic mechanical transmission system (10) for a vehicle, the automatic mechanical transmission system being operatively coupled to the engine, the automatic mechanical transmission system comprising: (a) an input indicating the rotational speed of the engine; signal (N), and (b) an input signal that displays the throttle pedal setting by the operator (
The information processing unit (42) includes a device for receiving a plurality of input signals including THL), and the information processing unit processes the input signals according to a program and outputs an output signal. generating means for causing the transmission to operate based on the program including a command output signal (THCMD) for controlling an engine throttle device; , a device (34) for causing the system to engage the combination gear ratio in response to the output signal from the processing unit, and the processing unit is configured to engage the combination gear ratio in response to the output signal from the processing unit; a first state in which the signal is generally equal to said input signal indicative of a throttle pedal setting by an operator; and a first condition in which said command output signal to said engine throttle device is indicative of a throttle pedal setting by an operator. a second state having a value determined by the processing unit independently of the value of the input signal; and a third state in which the processing unit transitions from the second to the first state; The three-state method and operation includes sensing the current value of a command output signal to an engine throttle device and the value of an input signal indicating a throttle pedal setting by an operator; If the output signal is greater than or equal to the input signal indicative of throttle pedal position, then setting the value of the command output signal to the engine throttle device equal to the input signal indicative of throttle pedal position; If the current value of the command output signal to the engine throttle device is less than the current value of the input signal indicating throttle pedal position, then the current value of the input signal indicating throttle pedal position and the current engine speed are calculated. Set the value of the command output signal to the smaller of the minimum command output signal value, and then set the value of the command output signal to the engine/throttle device to the current value of the input signal indicating the throttle pedal position. A control method characterized in that the control method increases the value until it becomes equal to the value. 2. The calculated minimum command output signal value is generally equal to the command output signal value required to maintain the vehicle engine at the current engine speed under no-load conditions. Method. (3) The processing unit has (c) a device for receiving an input signal (GR) indicating a currently engaged gear ratio, and the command output signal to the engine throttle device is dependent on the currently engaged gear ratio. 2. A method according to claim 1, wherein the amount of water is increased at a rate of . (4) the processing unit includes (c) a device for receiving an input signal indicative of a currently engaged gear ratio; 3. The method of claim 2, wherein the method is increased. (5) The method according to claim 3, wherein the maximum latest value of the command output signal to the engine throttle device is calculated by the following formula: THCMD=[THCMD_L*K]+KGR, where:
THCMD_L=Final command output signal value to the engine throttle device K=Weighting factor having a value greater than 1 KGR=Weighting factor depending on the currently engaged gear ratio of the transmission THCMD=Final command output signal value to the engine throttle device Maximum latest value. 6. The method of claim 5, wherein the KGR has a greater value for high and low transmission gear ratios than for intermediate transmission gear ratios. (7) The method according to claim 4, wherein the maximum latest value of the command output signal to the engine throttle device is calculated by the following formula: THCMD=[THCMD_L*K]+KGR, where:
THCMD_L = Final command output signal value to the engine throttle device K = Weighting factor with a value greater than 1 KGR = Weighting factor dependent on the currently engaged transmission gear ratio THCMD = Maximum command output signal to the engine throttle device Latest value. 8. The method of claim 7, wherein KGR has a value greater for high and low transmission gear ratios than for intermediate gear ratios. (9) The value of the command output signal to the engine throttle device is set to the smaller of the current value of the input signal indicating the throttle pedal position and the maximum latest value of the command output signal;
A method according to claim 5. (10) Claim 6, wherein the value of the command output signal to the engine throttle device is the smaller of the current value of the input signal indicating the throttle pedal position and the maximum latest value of the command output signal. The method described in section. (11) Claim 7, wherein the value of the command output signal to the engine throttle device is the smaller of the current value of the input signal indicating the throttle pedal position and the maximum latest value of the command output signal. The method described in section. (12) Claim 8, wherein the value of the command output signal to the engine throttle device is the smaller of the current value of the input signal indicating the throttle pedal position and the maximum latest value of the command output signal. The method described in section. (13) Throttle pedal (2
4); a transmission having a plurality of combination gear ratios that can be selectively engaged between a throttle-controlled engine (14) and a transmission input shaft and a transmission output shaft (20); A method of controlling an automatic mechanical transmission system for a vehicle, wherein a machine input shaft is operatively coupled to the engine by a friction coupling (16) that can be selectively engaged and disengaged, the automatic The mechanical transmission system includes an information processing unit, and the information processing unit receives (a) an input signal indicating the rotational speed of the engine, (b) an input signal indicating the setting of the throttle pedal by the operator, and ( c) Input signal that displays the currently engaged gear ratio,
The information processing unit (42) includes a device for receiving a plurality of input signals including a device for processing the input signals according to a program and generating an output signal. wherein the transmission is operated based on the program including a command output signal for controlling a throttle device of the engine; a device for engaging the combination gear ratio in response to the output signal from the unit, and the processing unit is configured such that the command output signal to the engine throttle device is activated by the operator pressing the throttle pedal. a first state generally equal to said input signal indicative of a setting of said engine throttle device, and said command output signal to said engine throttle device being independent of the value of said input signal indicative of a throttle pedal setting by an operator. , a second state having a value determined by the processing unit, and a third state in which the processing unit transitions from the second to the first state, the method and operation in the third state comprising: The current value of the command output signal to the engine/throttle device and the value of the input signal indicating the throttle pedal setting by the operator are sensed, and if the command output signal to the engine/throttle device indicates the throttle pedal position, If the command output signal to the engine throttle device is greater than or equal to the input signal to be displayed, set the value of the command output signal to the engine throttle device equal to the input signal representing the throttle pedal position; If the current value of the signal is less than the current value of the input signal indicating the throttle pedal, then the value of the command output signal to the engine throttle device is changed in a proportion dependent on the currently engaged gear ratio so that said value is the throttle pedal position. 1. A control method, characterized in that the value of the input signal is increased until it becomes equal to the current value of the input signal being displayed. (14) The method according to claim 13, wherein the maximum latest value of the command output signal to the engine throttle device is calculated by the following formula: THCMD=[THCMD_L*K]+KGR in,
THCMD_L = final command output signal value to the engine throttle device; K = weighting factor with a value greater than 1; KGR=weighting factor dependent on the currently engaged gear ratio of the transmission. THCMD=maximum latest value of command signal to engine throttle device. (15) KGR for high and low transmission gear ratios:
15. A method as claimed in claim 14, having a value greater than the intermediate transmission gear ratio. (16) Claims in which the value of the command output signal to the engine throttle device is the smaller of the current value of the input signal indicating the throttle pedal position and the maximum latest value of the command output signal. The method according to paragraph 14. (17) Claims in which the value of the command output signal to the engine throttle device is the smaller of the current value of the input signal indicating the throttle pedal position and the maximum latest value of the command output signal. The method according to paragraph 15.